Chinese Helicopters

For a country similar in geographical size of U.S.A., China operates
comparatively few helicopters – barely more than 560 machines at the last estimate,
most of which are built abroad, with the rest built locally under license. But with
demands growing in both military and civil sectors, change is on the horizon for
China’s relatively small helicopter industry.

Early Practice: Z-5
The origin of the Chinese helicopter industry can be traced back to the
late 1950s, when the Soviet Union agreed to help the Chinese Communist Party to build
helicopters for both military and civil purposes. The first domestic helicopter built by
the Chinese was the Z-5 (Zhishengji-5), which was based on the Soviet
Mil Mi-4 Hound with some modifications.
The development of the Z-5 began in 1958 by Harbin Aircraft Factory
(now Harbin Aircraft Manufacturing Corporation, HAMC ), which later became one of the two
primary helicopter manufacturers in China. The design documents of the Mi-4 was handed to
the Chinese in February 1958, and the first Chinese-built Z-5 make its first flight in
December of the same year. Initial batch production began in 1959, but the production
certificate was not issued until 1963 due to some serious quality problems. By the time
the production stopped in 1980, a total of 545 units were built for the PLA Air Force (PLAAF)
and Chinese Civil Aviation.

The Z-5 is powered by a 1,770 hp Huosai-7 piston engine, with a maximum
cargo payload of 1,500 kg. Later variants of the Z-5 have several modifications, including
using metal main blades to replace the original wooden ones on the prototype, adding two
external tanks, electrical hoist with winch and scoop, and a belly hatch for dropping cargos,
The maximum speed of the later variant Z-5 has increased from 185 km/h to 210 km/h, the
cruising speed has increased from 140 km/h to 170 km/h, and the service ceiling (with
ground effect) has increased from 5,500 m to 6,000 m. An armed variant Z-5 has a 12.7 mm
machine gun fixed on the belly and weapon racks to carry two unguided rocket launchers.

First Effort: Z-6

Through the Z-5 project the Chinese obtained valuable knowledge and
experience in helicopter design and development. Soon after the Z-5 project completed,
China began its efforts to develop an indigenous helicopter independently. In
1966 , Harbin began the initial studies on the first indigenous
helicopter Z-6.
Compared to the Z-5/Mi-4, the Z-6 helicopter possesses many advanced
features, including a 1,618 kW Wozhou-5 turboshaft engine and re-designed blades and
fuselage to achieve better performance in highland regions, larger payload, and less
vibration and noise. The Z-6 also borrows many mature features and technologies from the
Z-5’s designs, including the rear hatch, tail boom and fin.
The Z-6 was mainly designed to carry airborne troops in the frontline,
with a fuselage to accommodate 12 soldiers. It has a maximum take-off weight of 7,600 kg,
a payload of 1,200 kg, a maximum speed of 192 km/h and a ferry range of 651 km.
The first prototype (No.6001) of the Z-6 was completed in 1967 for
static tests. In 1968, the Z-6 project obtained officially authorization from the PLA and
Chinese Government. On 25 December 1969 the second Z-6 prototype No.6002 made its first
flight. From 1970, the Z-6 programme was relocated to the newly founded Changhe Aircraft
Factory (now Changhe/Jingdezhen Aircraft Industry Corporation
) in Jiangdezhen, Jiangxi, which later became the second largest helicopter manufacturer in China.
The Z-6 helicopter was type classified in 1977, with 15 helicopters
already built. However, despite being a technologically successful design, the Z-6
programme was later cancelled due to various reasons, including unsatisfying performance
and poor reliability.

International Co-operation:

The failure of the Z-6 programme resulted in a serious setback in the
development of the Chinese helicopter industry. The following projects of the Z-6, including
the Z-7 utility helicopter programme, the 701 lightweight helicopter programme, and the
reverse engineering on the French
SA 316/318 Alouette and
SA 315B Lama
all went nowhere.
For a considerable period of time the obsolete Z-5 remained the only primary helicopter
fleet in service with the Chinese military and civil aviation.
The restoration of the relationship between the Communism China and
the West in the late 1970s on the basis of anti-USSR alliance gave the Chinese another
chance to boost its helicopter industry. From 1978 to 1989, the Chinese helicopter
industry took part in a series of international co-operations with Western
partners including:

The licensed production of the 50
AS 365N Dauphin with the French Manufacturer Eurocopter under the name of Z-9.
The purchase of 13 French
AS 321Ja Super Frelon naval helicopters and the following reverse engineering product Z-8.
The bid for the PLA’s next generation utility helicopter between the
Bell 212 and
Sikorsky S-70C Black Hawk.
The negotiation on the purchase and possible licensed production of the
Bell 47.
The purchase of 6
AS 342 Gazelle anti-tank attack helicopters and
the proposed licensed production or reverse engineering.
At the same time, the establishment of the PLA Army Aviation Corps in
1988 and the boosting economy has stimulated the Chinese helicopter industry to grow rapidly,
which has resulted in the introduction of Z-8, Z-9, and Z-11 helicopter.

Z-8 Programme:
China imported 13 SA-321Ja (utility transport variants) from France in
the early 1970s. Since then, these
Super Frelons
have been widely used by the PLA Navy for various missions from maritime logistic support,
to anti-submarine exercises, to recovering the returning warhead during an ICBM test in the
Southern Pacific in 1980.
Changhe Aircraft Industry Corporation began the reverse engineering work
of the 'Super Frelon' in 1976. The first flight of Chinese-made Z-8 took
place on 11th Dec 1985. However, due to various technical problems, only a small number of Z-8s
(fewer than 20) have been built fifteen years after its first flight.
In addition to transport and rescue missions, the Z-8 could carry a
torpedo and dipping sonar for anti-submarine warfare. Some reports indicated that China
planned to fit the Z-8 with two YJ-8 (C-801) anti-ship missiles, but this has never
been seen in operational service. Changhe has also developed an army transport variant
Z-8A, with radar radome and stabilising floats removed. However, this variant has never
entered service.

Successful: Z-9
China and France signed the agreement of assembling 50
Eurocopter AS-365N Dauphin II
multi-purposes helicopters at Harbin Aircraft Manufacturing Corporation
(HAMC) in 1980 , with the first helicopter rolled out in the following
year.
The initial 28 helicopters are Z-9 basic variant, which is equal to
the AS-365N1, and the following 20 helicopters are improved variant Z-9A, which is equal
to the AS-365N2. The production of the 50 helicopters completed in 1992. In September 1993,
Harbin and Eurocopter agreed on the co-production of another 22 Z-9As.
At the same time, Harbin began to indigenise the production of the Z-9.
In 1988, Harbin experimentally built two Z-9A-100s, which included more Chinese contents.
On 16th January 1992, the first indigenous variant Z-9B with 71.9% Chinese-made parts flew
successfully. The batch production of the Z-9B continued thereafter with around few dozens
delivered.
The successful Z-9 has already been developed into a big family with
many variants for different purposes, including the basic army transport, anti-tank missile
attack, electronic warfare, communications, artillery spotting, naval shipborne
anti-submarine warfare and search and rescue (ASW/SAR), police, and the latest
improved variant H410A.

Z-11
The Z-11 is a Chinese copy of French AS 350B Squirrel
light helicopter by Changhe Aircraft Industry Corporation. The Z-11 programme was officially
approved in 1989 and the development began in 1992. The first flight of the Z-11 took place
in Dec 1994 .
The Z-11 is designed for training, scout, liaison and rescue, as well
as various civil missions. Although being descrined by the manufacturer as 'multi-mission',
the future of the helicopter remains gloomy due to its limited take-off weight, insufficient
armament, low suvivability, and outdated technology. So far the PLA has only ordered few
(no more than 20) Z-11s for pilot training.
The Z-11 is two-ton class six-seater lightweight helicopter.
The three-blade main rotor is mounted above center of fuselage. A single turboshaft
engine is mounted inside the body with air intakes on top of the cabin and a blackhole exhaust.

Future Development:
Since the 1990s the Chinese helicopter industry, mainly comprising Harbin
Aircraft Industry Co. and Changhe Aircraft Industry Co., has become much more active in
developing themselves to meet future demands with products manufactured locally under the
help of international partners.
Both Harbin and Changhe have been involved in international
co-operations with European and U.S. helicopter industry.
The EC 120
lightweight helicopter programme, which includes Eurocopter, Harbin/CATIC, and Singapore
Aerospace Co, has been under development since the mid-1990s, while Changhe has become an
international partner for the
Sikorsky S-92 medium transport helicopter programme.

The Chinese government has also loosed its control on the helicopter
manufacture to allow local private firms and foreign companies to co-operate in developing
and manufacturing civil helicopters. The boosting Chinese economy provides a huge potential
market for helicopters of all classes.
The Chinese helicopter industry is currently planning to develop
the 5/6-ton class helicopter to meet a range of military and civil requirements with one
basic design. The programme aims to develop a family of next generation helicopter with
identical dynamic systems, potentially with a choice of turboshaft engines depending on
the model and mission. The programme has three potential products:
A baseline 5,500 kg Chinese medium helicopter tactical for transport for the PLA Army Aviation;
A 6,000 kg third-generation attack helicopter also for Army Aviation; and
A 5,000~6,000 kg commercial transport helicopter with potential growth
In May 1997, China signed a $70~80 million contract with Eurocopter France
to develop an appropriate rotor system (main/tail rotor hubs and blades) for China’s next
generation helicopter. In March 1999, Agusta announced it has also signed $30 million
contract with the Chinese to develop the transmission system (gear box and transmission
components) for China’s next generation helicopter. The first flight of the new generation
Chinese helicopter is expected to take place between 2005 and 2007.